Vaporizing device for explosive-engines.



PATENTED JUNE 13, 1905.

R. E. OLDS. VAPORIZING DEVICE FOR EXPLOSIVE ENGINES.

APPLICATION FILED OOT.18,1901.

2 SHEETS-SHEET 1. r

1.1V VEN TOR Attornuys.

' WITNESSES PATENTED JUNE 13, 1905.

R. E. OLDS. VAPORIZING DEVICE FOR. EXPLOSIVE ENGINES.

APPLICATION FILED 00T.18, 1901.

v 2 SHEETSSHEBT 2.

INVENTOR ttornvys.

NITED STATES Patented June 13, 1905.

PATENT Fri-on;

RANSOM E. OLDS, OF DETROIT, MICHIGAN, ASSIGNOR TO OLDS MOTOR \VORKS, OFDETROIT, MICHIGAN, A CORPORATION OF MICHIGAN.

VAPORIZING DEVICE FOR EXPLOSlVE-ENGINES- SPECIFICATION forming part ofLetters Patent No. 792,158, dated June 13, 1905.

Application filed October 18, 1901. Serial No. 79,084.

1'0 0]] whom it may concern:

Be it known that I, Ransom E. OLDS, acitizen of the United States,residing at Detroit, in the county of Vayne and State of Michigan, haveinvented certain new and useful Improvements in vaporizing Devices forExplosive-Engines, of which the following is a specilication, referencebeing had therein to the accompanying drawings.

The invention relates to new and useful improvements in vaporizingdevices for explosive-engines, and particularly in the construction ofthe devices for making the gas and feed ing the same to the engine inproper mixture, all as more fully hereinafter described, andparticularly pointed out in the claims.

In the drawings, Figure 1 is a side elevaton of a gas-engine, showing myimprovement applied thereto. Fig. 2 is an enlarged perspective viewshowing the air and gas conduit, the controlling-valve, and theoil-inlet pipe. Fig. 3 is a longitudinal section therethrough. Fig. 4 isa cross-section of Fig. 3 on line 00 :0. Fig. 5 is a diagram sectionalelevation showing the oil-circulating pipes, the reservoirpumps andengine, and the oil-feed-regulating valve and air and gas conduits.

A represents a gas-engine of any of the usual types, B being thecrank-case thereof.

C represents the conduit leading to the end of the cylinder forconveying the gas thereto, and I) is the air-inlet pipe, which I haveshown in this case provided with the perforated end E, the pipes E, I),and C forming a continuous pipe for the air and gas.

At the beginning of the gas-conduit C, I preferably form thevertically-narrowed passage a. (Shown in Fig. 3 and in dotted lines inFig. 4:.) This port is controlled by a valve, preferably avertically-sliding gate-valve b, which I have shown as adapted to beactuated by a bell-crank 0, to which is connected an actuating-rod (Z,by means of which the operator may open the valve, a spring a beingprovided for normally holding it in its closed position, as shown inFig. 4:. The valve bis cut away at the lower corners to form thenormally open ports h upon opposite sides, so

that when the valve is closed these ports are still open at oppositesides of the port a. In immediate adjacence to this narrowed port orthroat is an oil-inlet pipe F, having its discharge at the top of theair-inlet pipe E. Below this oil-inlet is preferably arranged a well G,with the exit-port at the bottom connecting into a return oil-pipe H.

I preferably arrange a tapering foraminous carrier H for the stream ofoil, which will pass from the inlet-pipe F to the exit-port t'.

With the devices hereinafter described or other suitable devices astreamof oil is caused to pass through the oil-pipe F and descend across theair-inlet pipe E transversely, carried by the foraminous carrier H andany surplus passing out through the return-pipe H. The valve 7) being inthe position shown in Fig. 4:, the movement of the piston will draw airthrough the pipe E and the port It, take up such vapors as will escapefrom the passing stream of oil on the carrier H, and enter the gas-pipeC and thence into the engine, where they-will be ignited in thewellknown manner. If it is desired to increase the strength of thecharge, the operator draws on the rod (Z, lifting the valve 6 from itsseat slightly, thereby increasing the size of the air-port in a narrowpassage-Way arranged across and in close proximity to the stream of oil,which will produce a sort of jet effect, causing this narrow jet to cutoff a part of the oil in the carrier H and carry it, with the air, intothe gas-pipe C. As the valve 5 is open more or less, the amount of oilcarried by the air will be increased, and as the carrier H is taperingthe wider the valve is opened the greater amount of oil will be carriedwith the air. I find with the ordinary service on comparatively levelroads the ports it, taking up the vaporization from the carrier H, giveme a proper mixture, and that for heavier roads or climbing hills orgreater speed the valve 5 may be operated.

At the bottom of the well G, I arrange a vent-pipe I, which extends up aslight distance above the bottom of the well, so that oil will not flowout of the same and so that the suction of the engine will not draw withit the oil which may be in the well and maintaining atmospheric pressurein the pipe H.

J is a suitable valve for controlling the oilsupply.

In the oil-supply pipe I preferably place a proper fitting, in this caseshown as an elbow K, having on its under side a well L, the lower end ofwhich is closed by a screw M. This well being located in close proximityto the valve J will catch any sediment or heavy particles there may bein the oil, and thus prevent the clogging of the valve which controlsthe oil-supply. This well may be emptied at any time by simply removingthe screw end, when the oil and the sediment therein will run out, andthe screw may then be replaced.

N is the oil-reservoir, from which leads the supply-pipe 7r, whichdischarges into the receptacle or chamber Z, in this case shown asformed at the top of the stand-pipe m, which extends rather near thebottom of the reservoir N. The chamber Z connects with the stand-pipe mby means of a restricted port a and also by means of an overflow-passageformed by the central pipe 12. This overflowpipe may be arranged in anyother location; but by making it a central pipe I can pass through itthe piston-rod g of a pump having the piston 9-, the stand-pipe m actingas the cylinder thereof. This pump is a hand-pum p by means of which theoperator may pump the oil by one or more operations into the chamber 7.and from thence it will flow by gravity through the pipe F to thecarrier H and operate in the manner described.

Then the engine is started, a constant stream of oil is maintainedthrough the pipe F by means of the diaphragm-pump O. This pump consistsof a suitable casing, as shown in Fig. 5, with the diaphragm s stretchedacross the same, one side of the diaphragm being connected, by means ofthe pipe P, with the crank-casing B, so that the pulsations in thecrank-case will cause the diaphragm to vibrate. The chamber on the otherside of the diaphragm is connected by the pipe Q, into the valve-casingR in the lower part of the reservoir N, this valve-casing having aninlet and outlet port controlled by checkvalvcs in the usual manner inpumps, the inlet'port connecting into the reservoir and the outlet-portconnected into the pipe Z). This construction is fully shown in Fig. 5,and as it is the usual arrangement of check-valves for pumps I do notthink it necessary to further describe the parts. The return-pipe Hleads to the bottom of the reservoir N.

The operation of these parts is as follows: After the necessary oil forstarting the engine is obtained by means of the hand-pump and the enginehas started to run then the pulsations in the crank-case B operating adiaphragm s will pump a continuous stream of oil into the chamber Z, andfrom thence it will be fed tl'irough the pipe F across the airinlet pipein the carrier H, and any surplus passing into the well G will becarried backward to the receptacle through the returnpipe H. When theengine is stopped, the oil in the chamber I will flow back into thereceptacle through the ports 22. By having the overflow-pipe in thechamber 1 any surplus oil that may be pumped by the diaphragm-pump willflow back into the reservoir, and a substantially uniform stream of oilwill be fed by gravity from the receptacle through the pipe F, as theoil cannot extend above the height of the overflow-pipe 7).

While I have shown the valve 7) beyond the oil-stream, and I considerthis a much more desirable arrangement, it may be placed upon the otherside of the oil-stream so long as the stream is arranged in closeproximity to the narrow port a.

l/Vhat I claim as my invention is- 1. In a gas-engine, the combinationwith an air-pipe, having an inlet adjacent its forward end, and anoutlet, of means arranged intermediate said inlet and outlet for feedinga stream of oil transversely therethrough, and means adjacent the outletof the pipe for varying the size of the air-passage therethrough tocause the air to cut off and carry with it only so much of theoil-stream as is proportionate to said air-passage.

2. In a gas-engine, the combination with an elongated air-pipe having aninlet adjacent its forward end, an outlet adjacent its rear end, and agas-conduit at its rear end, of means adjacent said outlet end forfeeding a stream of oil transversely therethrough, and a valve adjacentthe gas-conduit and to the rear of said last-mentioned means for varyingthe size of the air-passage and causing the air to cut off only so muchof the oil-stream as is proportionate to an air-passage.

3. In a gas-engine, the combination with an elongated air-pipe having aninlet adjacent its forward end and a gas-conduit at its opposite end, ofmeans adjacent said opposite end for feeding a stream of oiltransversely therethrough, and means within the gas-conduit, adjacentsaid last-mentioned means for varying the size of the air-passage andcausing the passing air to cut off only so much of said oil-stream as isproportionate to said airpassage.

4. In a gas-engine, the combination of an airinlet pipe, meansforfeeding a constant stream of oil transversely therethrough, agate-valve in the air-pipe arranged in close proximity to theoil-stream, said valve normally having an opening, and means forenlarging the portage thereof.

5. Ina gas-engine,the combination of an airinlet pipe, means within thepipe for feeding a stream of oil transversely across the same,

and means for exposing a varying length of the stream affected by theair -current, by varying the size of the air-outlet adjacent theoil-stream.

6. In agas-engine,the combination ofan airinlet pipe, means for feedinga stream of oil transversely therethrough free from the sides, a valvefor closing the air-pipe opposite the oil-stream, and having a normallyopen port adjacent its lower end beside the oil-stream, whereby only thevapor therefrom is picked up by the air, and means for enlarging theportage.

7. In a gas-engine, the combination with a longitudmally-extendedair-pipe, of an oil-inlet intermediate its ends, a transverse conductorpassing through the air-pipe in line with the oil-inlet, a well belowthe conductor extending below the air-passage, a return-pipe from saidwell, and an adjustable gate-valve adjacent the exit end of the air-pipefor causing the air to cut off an amount of oil proportionate to theoil-opening.

8. In a gas-engine, the combination with an air-pipe, of a conductor fordirecting a stream of oil transversely across the same, said conductorincreasing in its oil-retaining capacity from one end thereof to theother.

9. The combination with an air-inlet pipe, of means for feedingtransversely therethrough a constant stream of oil wider at the top, andmeans for varyingthesize of the air-inlet opening from below, wherebythe area of the oilstream exposed to the action of the air-eurrent is sovaried as the volume of air is increased, the ratio of oil is alsoincreased more than the simple increase in length of the stream exposedto the action of the air-current.

10. In a gas-engine, the combination of an air-inlet pipe, means forfeeding a constant stream of oil transversely therethrough free from thesides, a valve for controlling the airpassage adjacent to theoil-stream, a normally open port in the valve beside the oil-stream,

and means for opening the valve to expose a section of the oil-stream tothe direct action of the air-current.

11. In a gas-engine,the combination with an air-inlet pipe, of anoil-supply pipe communicating therewith, means extending in line withthe supply pipe and communicating therewith for conducting the oiltransversely through the air-pipe, said means being tapered throughoutits length, and means for Varying the size of the air-passage adjacentthe transverse oil-stream, for varying the amount of the stream to beaffected by the air.

12. In a gas-engine, the combination with an air-inlet pipe, of aforaminous oil-conductor passing transversely therethrough, saidconductor tapering from one end to the other, and a valve adjacentthereto.

13. In a gas-engine, the combination with an air -inlet pipe, of an oil-conductor passing transversely therethrough, said conductor beingtapered throughout its length, and means adjacent the oil-conductor forvarying the size of the air-passage whereby the varying area of the oilwill be affected by the air.

14:. In a gas-engine the combination with an air-inlet pipe, anoil-conductor passing transversely therethrough, and a valve in theairpipe adjacent the conductor, said valve normally having an openingtherethrough at its bottom.

15. In a gas-engine, the combination with an air-inlet pipe, of an oil-conductor passing transversely therethrough, said conductor beingtapered, a valve in the air-pipe, said valve normally having an opening,and means for varying the portage thereof.

In testimony whereof I affix my signature in presence of two Witnesses.

RANSOM E. OLDS.

Witnesses:

M. B. ODOGHERTY, H. C. SMITH.

